Cab-stop



i C. L. IONES.

CAR STOP. APPLICATION flLED APR. 12, 1919.

1,309,035. Patented Jul 8, 1919.

UNITED STATES PATENT OFFICE.

CARROLL LYMAN J ONES, OF CHERITON, VIRGINIA. 7

Application filed April 12, 1919. Serial No. 289,542.

To all whom it may concern.

Be it known that I, CARROLL LYMAN JoNEs, a citizen of the United States,residing at Cheriton, in the county of Northampton and State ofVirginia, have invented new and useful Improvements in Gar-Stops, ofwhich the following is a specification.

The present invention relates to improvements in car stops or devicesfor checking the movement of a railway car or train short of theterminal of a track. 7

It is customary to erect across a track or between the rails thereof,adjacent the terminal, an abutment or bumper which by contact with a carwill positively limit the movement thereof toward the track terminal. Ascommonly constructed, these abutments or bumpers 'include relativelyheavy, therefore necessarily expensive, bases and frequently the bumperheads or parts which are designed to directly receive the impact or blowdelivered by a car that may not be previously stopped by the brakesthereon, include heavy springs or other yieldable members. These devicesas commonly constructed, are frequently damaged or destroyed after arelatively short period of service and owing to the nature of theirconstruction, the number of parts, etc., are expensive torepair ormaintain in workable condition. I

It has alsobeenproposed to check the movement of a car or train bymounting on the track a slide on to which the wheels of the car wouldrun, the friction between said slide and the track rails being intendedto check movement of the car within a com paratively short distance.Such devices however, are subjected to an undesirable amount of wear andwill necessarily-soon become so worn as to be ineflicient. r

The object of the present invention is to provide a simple andinexpensive means by which the resistance to movement of the car isproduced directly through lateral movement of the track rails. By theinvention it is possible to avoid the expense which has been incident,to preparing the special foundations commonly required for car bumpersas'well'as the complicated structures of such devices and to provide ameans which can be readily applied to existing tracks, as well as to newinstallations, by which the movement of a railway car or GAR-STOP.

Specification of Letters Patent.

'of Fig. 1,

Patented July '8, 1919.

train will be gradually but effectively checked within a relativelyshort, predeter' mined, distance. 1

In the accompanying drawing Figure 1 is a plan view of one embodiment ofthe invention,

Fig. 2 is a sectional view 011 theline 22 Fig. 3 is a sectionalviewon-the line 3-3 ofFig.1, I I Fig. 4 is a side elevation of the slidingmember with which the car is designed to directly engage,

Fig. 5 illustrates a slightly modified form. Referring to the drawings,1, l designate respectively the rails of a railway track which may be ofany suitable form and which are mounted on ties-2 and secured in placeby any suitable means;

v The terminal rails of the track are only secured to the ties of thetrack adjacent one end, the terminal end portions 3, 3 being freewhereby they may be adjusted laterally relative to each other. e

Normally the free ends of said terminal rails are held closer togetherthan the other ends which are fixed to the ties 2 and means are providedwhereby said free ends are yieldingly held in this non-parallelrelation.

. As shown in Figs. 1 and2, the free end of each terminal rail extendsthrough a guide or housing 4 which housings are shown as formedintegrally with a base plate 5that is suitablysecured to a tie'2. Withineach housing is arranged a coiled spring '6, the ends of which abut afiller block or plate 7, bearing against the outer face of the web ofthe terminal rails, and a follower 8 that is suitably mounted in eachhousing and adapted to be moved'therein'and held in any adjustedposition by a set screw 9 or other similar means. It will be seen thatby applying pressure to the screws 9, the free end 7 portions 3, 3? ofthe terminal rails can be f moved toward each other to' a considerableextent and yieldingly retained in such adjusted position by the s rings6.

10 designates a mem er which may be a single casting, if desired, thatis supported 7 by the rails so that it may be moved longitudinallythereof. The memberlO is provided withgrooves to receive the heads ofthe terminal rails, flanges thereon extending over the outer edges ofsaid heads and said grooves are spaced or separated a distance equal tothat separating the heads at the fixed ends of the terminal rails, orthe gage of the track. In the embodiment of the invention illustrated,the member 10 is provided on one face with a projecting contact member11, for example a block of wood or other suitable material, having oneend seated in a socket formed in the metal body and having a metal bandor ring surrounding its outer end. It will be seen that if the member 10is forced toward the track terminal it will operate to separate thesections 3, 3 of the terminal rails in opposition to the pressureexerted by the springs 6 and the latter will cause said rails to exertsuch lateral pressure on the member 10 that while the same may initiallymove freely, it will quickly be gradually brought to a stop. The amountof resistance offered to said longitudinal movement of the member 10under the impact of a car, can be readily controlled by operating theadjusting screws 9; and when the parts are at rest, and it is desired torestore the sliding member to the normal position represented in fulllines in Fig. 1, it is merely necessary to loosen the screws 9, thusrelieving the pressure exerted by the springs 6 when the sliding membercan be readily moved to its original position.

It will be understood that in the drawings, the parts are shown more orless diagrammatically and not in accurate proportions, but the parts areintended to be so arranged that a movement of the sliding member 10 fromthe position shown in full lines to that represented in dotted lines inFig. 1, will act to effectually stop movement of a car or train.

As a further safeguard and to positively limit the lateral movement ofthe terminal rails under the pressure exerted by the sliding member 10,a stop plate 13 may be provided on one of the ties 2, said plate havingat each end an upwardly extending abutment 1 1 with which the outer baseflange of the adjacent terminal rail will engage when said rails are inparallel relation.

It will of course be appreciated that various forms of resistance orpressure means may be employed. Instead of arranging springs withinhousings as shown in Figs. 1 and 2 a rod 15 may be passed through alinedapertures in the webs of the terminal rails and coiled springs 16positioned about the portions of said rod. that project laterally fromsaid rails. The inner ends of said springs may abut filler blocks orplates 17 while against the outer ends are fitted plates or collars 18,the position of which on the rod 15 may be varied by means of nuts 19engaging the ends of said rod which as shown, are suitably threaded.

It is believed that the operation and advantages of the improvementswill be readily understood from the foregoing descripreplaced.

tion in connection with the drawings. It

will be seen that the device is Very simple and inexpensive ofmanufacture, will not readily be rendered inoperative and, if necessary,any of the parts may be readily It can be easily applied to any existingrailway track and does not require the construction of any specialfoundation or base to resist the blows received from a car moving on thetrack at undesirable high speed.

It will be understood that the springs opposing separation of theterminal rails will be fully compressed prior to the free ends of saidrails coming into actual parallelism, that is, the rearward movement ofthe sliding member 10 will be absolutely stopped before it reaches theterminal ends of the rails and will then constitute a rigid abutment onthe track.

Having thus described the invention, what is claimed is:

1. The combination with a railway track, of a member engaging bothterminal rails of the track and adapted to be moved longitudinallythereof by impact of a car, said rails being so related that movement ofsaid member by a car will be resisted by pressure exerted laterallythereon by said rails.

2. The combination with a railway track, of a member engaging both railsof the track and adapted to move longitudinally thereof, and means forcausing the rails to directly exert lateral pressure on said member tocheck movement thereof under impact of a car.

3. The combination of a railway track having its terminal rails normallyin nonparallel relation, a member supported on the rails to be movedlongitudinally thereof by impact of a car, said member engaging theheads of the rails and acting by such longitudinal movement to forcethem toward-parallelism, and means for resisting movement of the railsfrom normal relation.

4. The combination .of a railway track having its terminal railsnormally in nonparallel relation, a member supported on the rails to bemoved longitudinally thereof by impact of a car, said member engagingthe rails and acting by such longitudinal movement to force them towardparallelism, and springs acting on the rails to hold them in normalposition.

5. The combination of a railway track having its terminal rails normallyin nonparallel relation, a member supported on the rails to be movedlongitudinally thereof by impact of a car, said member engaging therails and acting by such longitudinal movement to force them towardparallelism, springs acting on said rails to hold them in normalposition, and means for varying the pressure exerted :by the springs.

6. The combination of a railway track having its terminal rails adaptedto have relative lateral movement at their free ends, means acting tohold the free ends of said rails closer together than the other endsthereof, a member engaging both rails and adapted to be movedlongitudinally thereof by impact of a car, said terminal rails beingforced toward parallelism by such movement and acting to check movementof said member by contact therewith.

7. The combination of a railway track having its terminal rails normallyout of parallelism, a member extending transversely of and engaging bothrails of the track, said member being movable longitudinally of therails by impact of a car and adapted to force the terminal rails towardparallelism by such movement, the latter being checked by the resistanceexerted by the rails.

8. The combination of a railway track having its terminal rails normallyout of parallelism, yielding means acting to retain said rails innon-parallel relation, and a member engaging both rails of a track andadapted to be moved longitudinally thereof by impact of a car, saidmovement tending to force the-terminal rails toward parallel relationagainst the opposition of said yielding means, and being checked by thepressure exerted by said yielding means.

9. The combination of a railway track having the free ends of itsterminal rails in non-parallel relation and its other ends inparallelism, and a member comprising a base supported by the rails and aforwardly projecting block adapted to receive the impact of a car,movement of said member by a car acting to force the free ends of theterminal rails toward a position of parallelism, for the purposedescribed.

10. The combination of a railway track having the free ends of itsterminal rails adapted to move laterally relative to each other, springsbearing against the outer faces of the webs of said rails and acting tomaintain such ends in non-parallel relation, means for varying thepressure exerted by said springs, and a member adapted to slide on saidrails under impact of a car and to move the free ends thereof towardparallel relation in opposition to said springs, for the purposedescribed.

In testimony whereof I have hereunto set my hand.

CARROLL LYMAN JONES.

copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Iatents, Washington, D. 0.

